Today's Message Index:
----------------------
1. 03:18 PM - Overhaulin' (Richard Girard)
2. 03:40 PM - Re: Overhaulin' (Herb Gayheart)
3. 05:20 PM - Re: Overhaulin' (Richard Girard)
4. 05:55 PM - Re: Kolb-List Digest: 16 Msgs - 12/09/06 (Tom463@aol.com)
5. 06:35 PM - Re: Overhaulin' (robert bean)
6. 06:35 PM - Electric Carb Heater? (grabo172)
7. 06:48 PM - Mark III With Jab on Ebay... (Kolbdriver)
8. 07:14 PM - Re: Electric Carb Heater? (Arksey@aol.com)
Message 1
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I was presented with this philosophy about Rotax overhauls at the repairman
maintenance class I took this summer. It opened my eyes to a new way of
looking at the subject. The A & P who offered it has been in ultralights for
over 20 years, is a Quicksilver dealer, and used to have a clean room for
doing Rotax overhauls. He no longer does them and advises his clientele to
do the following.
Set your engine up per Rotax, warm it properly before flying, use good oil,
perform the normal maintenance per Rotax, and keep good engine logs. Fly it
for 400 hours, then put it up for sale, while you are still flying it, for
half the price of a new engine. There will always be somebody looking for a
bargain engine and you should have no problem selling it at that price
(that's the complete engine, gearbox, carbs, exhaust, i.e. the works). Take
that money and the cost of an overhaul (including new crank, as per Rotax)
and buy a new engine.
Brian used the example of a 582. New engine (check falling dollar value to
be correct) $7,000 USD. Cost to overhaul, with new crank, $3500, or half the
cost of a new engine. Voila', you just bought a NEW engine for the cost of
an overhaul.
And the guy who bought your old engine? If he treats it the same way you
did, it goes at least another 400 hours. The average guy flies 50 hours a
year, so he gets eight years of service from the engine at $450 a year
(approx) or $9 an hour. AND the engine still has value at the end of that
time.
One of the fellows in the class runs a towing operation in FL just like the
fellow who commented on engine longevity. When presented with this idea, he
ran the numbers for his business that night and told me the next day he had
just done his last engine overhaul, too.
Now there are some important considerations to this philosophy.
Number one is you can't scrimp or cheat. You have to embrace the philosophy
in its totality. Two things, that are free to you are selling while the
engine is still on your aircraft. The potential buyer gets to see it run,
it's not under a bench covered by a blanket. It's a living, breathing,
honest to goodness aircraft engine, not a bench weight of unknown condition.
Number two, keep good logs. If you are familiar with TC aircraft you know
that the logs themselves have value, even without an engine attached. Their
value to you is that it shows you are an above average owner, in the
ultralight universe, and this impression is passed on to your prospective
buyer.
As I said, I didn't invent this philosophy, I only present it for your
consideration.
Rick
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
Message 2
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Rick
Or buy a Hirth with factory suggested overhaul of 1000 hours...:-) I
am assuming that the main reason for a 300 hour overhaul has to do with
big end rod bearing wear? Anyone know the difference. Nickasil
cylinders on the Hirth.. Herb
On Sun, 10 Dec 2006 17:17:37 -0600 "Richard Girard" <jindoguy@gmail.com>
writes:
I was presented with this philosophy about Rotax overhauls at the
repairman maintenance class I took this summer. It opened my eyes to a
new way of looking at the subject. The A & P who offered it has been in
ultralights for over 20 years, is a Quicksilver dealer, and used to have
a clean room for doing Rotax overhauls. He no longer does them and
advises his clientele to do the following.
Set your engine up per Rotax, warm it properly before flying, use good
oil, perform the normal maintenance per Rotax, and keep good engine logs.
Fly it for 400 hours, then put it up for sale, while you are still flying
it, for half the price of a new engine. There will always be somebody
looking for a bargain engine and you should have no problem selling it at
that price (that's the complete engine, gearbox, carbs, exhaust, i.e. the
works). Take that money and the cost of an overhaul (including new crank,
as per Rotax) and buy a new engine.
Brian used the example of a 582. New engine (check falling dollar value
to be correct) $7,000 USD. Cost to overhaul, with new crank, $3500, or
half the cost of a new engine. Voila', you just bought a NEW engine for
the cost of an overhaul.
And the guy who bought your old engine? If he treats it the same way you
did, it goes at least another 400 hours. The average guy flies 50 hours a
year, so he gets eight years of service from the engine at $450 a year
(approx) or $9 an hour. AND the engine still has value at the end of that
time.
One of the fellows in the class runs a towing operation in FL just like
the fellow who commented on engine longevity. When presented with this
idea, he ran the numbers for his business that night and told me the next
day he had just done his last engine overhaul, too.
Now there are some important considerations to this philosophy.
Number one is you can't scrimp or cheat. You have to embrace the
philosophy in its totality. Two things, that are free to you are selling
while the engine is still on your aircraft. The potential buyer gets to
see it run, it's not under a bench covered by a blanket. It's a living,
breathing, honest to goodness aircraft engine, not a bench weight of
unknown condition. Number two, keep good logs. If you are familiar with
TC aircraft you know that the logs themselves have value, even without an
engine attached. Their value to you is that it shows you are an above
average owner, in the ultralight universe, and this impression is passed
on to your prospective buyer.
As I said, I didn't invent this philosophy, I only present it for your
consideration.
Rick
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
Message 3
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Herb, I can't tell you the reason that Rotax suggests the TBO that they do,
but like the TBO of Lyc's and Conti's, there's no law that says you have to
do an overhaul then. If the engine is within service limits and it doesn't
put you over your personal comfort limits, fly on.
As for the Hirth, has anyone ever taken one to TBO? Not to sound like an
economist, but the market has spoken about Hirth. If the Hirth is such a
long lived powerplant, where are they?
Rick
On 12/10/06, Herb Gayheart <herbgh@juno.com> wrote:
>
> Rick
>
> Or buy a Hirth with factory suggested overhaul of 1000 hours...:-) I
> am assuming that the main reason for a 300 hour overhaul has to do with big
> end rod bearing wear? Anyone know the difference. Nickasil cylinders on
> the Hirth.. Herb
>
>
> On Sun, 10 Dec 2006 17:17:37 -0600 "Richard Girard" <jindoguy@gmail.com>
> writes:
>
> I was presented with this philosophy about Rotax overhauls at the
> repairman maintenance class I took this summer. It opened my eyes to a new
> way of looking at the subject. The A & P who offered it has been in
> ultralights for over 20 years, is a Quicksilver dealer, and used to have a
> clean room for doing Rotax overhauls. He no longer does them and advises his
> clientele to do the following.
> Set your engine up per Rotax, warm it properly before flying, use good
> oil, perform the normal maintenance per Rotax, and keep good engine logs.
> Fly it for 400 hours, then put it up for sale, while you are still flying
> it, for half the price of a new engine. There will always be somebody
> looking for a bargain engine and you should have no problem selling it at
> that price (that's the complete engine, gearbox, carbs, exhaust, i.e. the
> works). Take that money and the cost of an overhaul (including new crank, as
> per Rotax) and buy a new engine.
> Brian used the example of a 582. New engine (check falling dollar value to
> be correct) $7,000 USD. Cost to overhaul, with new crank, $3500, or half the
> cost of a new engine. Voila', you just bought a NEW engine for the cost of
> an overhaul.
> And the guy who bought your old engine? If he treats it the same way you
> did, it goes at least another 400 hours. The average guy flies 50 hours a
> year, so he gets eight years of service from the engine at $450 a year
> (approx) or $9 an hour. AND the engine still has value at the end of that
> time.
> One of the fellows in the class runs a towing operation in FL just like
> the fellow who commented on engine longevity. When presented with this idea,
> he ran the numbers for his business that night and told me the next day he
> had just done his last engine overhaul, too.
> Now there are some important considerations to this philosophy.
> Number one is you can't scrimp or cheat. You have to embrace the
> philosophy in its totality. Two things, that are free to you are selling
> while the engine is still on your aircraft. The potential buyer gets to see
> it run, it's not under a bench covered by a blanket. It's a living,
> breathing, honest to goodness aircraft engine, not a bench weight of unknown
> condition. Number two, keep good logs. If you are familiar with TC aircraft
> you know that the logs themselves have value, even without an engine
> attached. Their value to you is that it shows you are an above average
> owner, in the ultralight universe, and this impression is passed on to your
> prospective buyer.
> As I said, I didn't invent this philosophy, I only present it for your
> consideration.
>
> Rick
>
> --
> Rick Girard
> "Ya'll drop on in"
> takes on a whole new meaning
> when you live at the airport.
>
> *
> aeroelectric.com
> ">www.buildersbooks.comkitlog.comhomebuilthelp.com
> .matronics.com/contributionhttp://www.matronics.com/Navigator?Kolb-List
> *
>
>
> *
>
>
> *
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
Message 4
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Subject: | Re: Kolb-List Digest: 16 Msgs - 12/09/06 |
I have a great Firestar II that I just listed on Barnstormers for $10,500.
Its a real deal. I've had the bug for an amphibian and a friend made me an
offer I couldn't refuse, so as much as I love my Kolb, I'm going to join to
the water boys with a Buccaneer SX. The Firestar is in great shape and won't
last long. Give me a call if your interested.
Tom Yowell
(352) 243 5580
Lake County, Florida
Message 5
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Sounds like reasonable advice, especially the part about it showing it
running on your plane.
Even on a standard category airplane the logs are as important as the
plane.
(never could figure why they sometimes "disappear" just like the owner's
manual in a used car you go to buy... WHY did they take it out?)
If that continental or lycoming was "overhauled" there should be a
complete
list of new parts WITH part numbers in the engine log unless it was
bought
yellow tag from someplace like mattituck or penn yan. Plus the A&P
number and signature.
BB do not archive
On 10, Dec 2006, at 6:17 PM, Richard Girard wrote:
> I was presented with this philosophy about Rotax overhauls at the
> repairman maintenance class I took this summer. It opened my eyes to a
> new way of looking at the subject. The A & P who offered it has been
> in ultralights for over 20 years, is a Quicksilver dealer, and used to
> have a clean room for doing Rotax overhauls. He no longer does them
> and advises his clientele to do the following.
> Set your engine up per Rotax, warm it properly before flying, use good
> oil, perform the normal maintenance per Rotax, and keep good engine
> logs. Fly it for 400 hours, then put it up for sale, while you are
> still flying it, for half the price of a new engine. There will always
> be somebody looking for a bargain engine and you should have no
> problem selling it at that price (that's the complete engine, gearbox,
> carbs, exhaust, i.e. the works). Take that money and the cost of an
> overhaul (including new crank, as per Rotax) and buy a new engine.
> Brian used the example of a 582. New engine (check falling dollar
> value to be correct) $7,000 USD. Cost to overhaul, with new crank,
> $3500, or half the cost of a new engine. Voila', you just bought a NEW
> engine for the cost of an overhaul.
> And the guy who bought your old engine? If he treats it the same way
> you did, it goes at least another 400 hours. The average guy flies 50
> hours a year, so he gets eight years of service from the engine at
> $450 a year (approx) or $9 an hour. AND the engine still has value at
> the end of that time.
> One of the fellows in the class runs a towing operation in FL just
> like the fellow who commented on engine longevity. When presented with
> this idea, he ran the numbers for his business that night and told me
> the next day he had just done his last engine overhaul, too.
> Now there are some important considerations to this philosophy.
> Number one is you can't scrimp or cheat. You have to embrace the
> philosophy in its totality. Two things, that are free to you are
> selling while the engine is still on your aircraft. The potential
> buyer gets to see it run, it's not under a bench covered by a blanket.
> It's a living, breathing, honest to goodness aircraft engine, not a
> bench weight of unknown condition. Number two, keep good logs. If you
> are familiar with TC aircraft you know that the logs themselves have
> value, even without an engine attached. Their value to you is that it
> shows you are an above average owner, in the ultralight universe, and
> this impression is passed on to your prospective buyer.
> As I said, I didn't invent this philosophy, I only present it for your
> consideration.
>
> Rick
>
> --
> Rick Girard
> "Ya'll drop on in"
> takes on a whole new meaning
> when you live at the airport.
>
>
Message 6
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Subject: | Electric Carb Heater? |
Where can one purchase one of those fancy electric carb heaters? I've been searching
online and can only find plans from a fella on ebay...
I had a good episode in carb ice today on my 447. Climbing out at 45 mph at full
throttle the RPMs suddenly were dropping out and when I leveled it out and
throttled back I could feel the itermittent misses... In talking to a mechanic
very familliar with Rotax and a few other sources, it most defidently was carb
ice...
Anyone have a source for the electric carb heaters?
Thanks all,
Fly safe,
--------
-Erik Grabowski
Kolb Firestar N197BG
CFI/CFII/LS-I
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p662#80662
Message 7
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Subject: | Mark III With Jab on Ebay... |
http://cgi.ebay.com/ebaymotors/KOLB-MK-III-MARK-Ultralight-Airplane-Jabiru-2
200-80-HP_W0QQitemZ290061010740QQihZ019QQcategoryZ63722QQrdZ1QQcmdZViewItem
Anyone know this bird? Chesapeake Va.
A mark III with a Jab..
Mike
Oak Grove Missouri
Mark III Classic (one of the last of Old Kolb) - 0hrs
Suzuki G13B 1.3L - 0hrs
Started with Big Lar still behind...
Do not archive
Message 8
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Subject: | Re: Electric Carb Heater? |
go to this web site _http://www.leadingedge-airfoils.com/_
(http://www.leadingedge-airfoils.com/)
Products Manufacturer Model SKU Price _Engine Carburetors, Electric
Dual Bing Carb Heater_
(http://store.leadingedgeairfoils.com/product_info.php?products_id=7619) _Bing_
(http://store.leadingedgeairfoils.com/index.php?manufacturers_id=133) _J9114 _
(http://store.leadingedgeairfoils.com/product_info.php?products_id=7619) $259.95
It is a bit pricey....I do not know anything about them...have never used
it, but am interested in any info from people who have., or anything else
pertaining to carb. ice in 2 cycle rotax engine . People I have talked with
about carb ice in the 2 cycle go from people who have had no problem to people
who believe they have...nearly all have had forced landings, some think it was
caused by carb ice others dont think so. I am in the process of studying the
issue and will report and info If I feel it usefull.
Jim Swan firestar ll 503 we are now in Florida and about to do some flying.
do not archive
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